Steam-heating system.



Patented Dec. 28, 1915.

4 SHEETS-SHEET I.

S. A. REEVE. STEAM HEATING SYSTEM. APPLICATION FILED mm, 1914.

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Patented Dec. 28, 1915.

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S. A. REEVE.. STEAM HEATING SYSTEM. APPLICATION FILED JAN.5, 1914.

Patented Dec.- 28, 1915.

4 SHEETSSHEET 3.

%TOR. Mi/ I A from-"E 1A5 m M T M s. A. REEVE. STEAM HEATING SYSTEM.APPLICATION FILED JAN-5. I914.

Patented Dec. 28, 1915.

4 SHEETS-SHEET 4.

To Rad/a 5" dina A TOE VJ SIDNEY A. REEVE, 0F TOMIKINSVILLE, NEW YORK,ASSIGNOR TO EGBERT H. GOLD, OF CHICAGO, ILLINOIS.

STEAM-HEATING SYSTEM.

Specification of Letters Patent.

Patented Dec. 28, 191 5.

Application filed January 5, 1914. Serial No. 810,3 78.

To all whom it may concern:

Be it known that I, SIDNEY A. REEVE, a citizen of the United States,residing at Tompkinsville, in the county of Richmond and State of NewYork, have invented certain new and useful Improvements in Steam-HeatingSystems, of which the following is a specification.

My invention relates to steam heating, and particularly to the heatingof railway cars by steam; the primary object of the invention being theprovision of an improved system of heating railway cars by steam which,having in view the peculiar conditions governing the heating of railwaycars by steam, 'will provide a regulation of the heat delivered to thecar that is more accurate, reliable and that has a wider range than isprovided by the car heating systems now in use.

More specifically, the invention has for an object to govern the amountof heat delivered from the heating coil or other radiator, not merely,as is ordinarily done, by a. regulation of the pressure maintained inthe coil, allowing the rate of condensation to depend entirely upon thetemperature of the atmosphere in the car, but to positively vary andcontrol the rate of condensation of the steam, and consequently theamount of heat produced by the radiator, in accordance with andinproportion to the varying requirements of the car for heat. amountcofheat delivered from the radiating coil, or other radiating element,cannot be varied to any considerable extent by increasing or decreasingthe pressure of steam in such radiator. Moreover, there are many seriousobjections, as is well known, to the employment of high pressure systemsin car heating. In an atmospheric pressure system the amount of heatdelivered depends entirely upon the rate of condensation and since therate ofcondensation is only slightly varied by variations in'theatmosphere surrounding the radiator of a system of this sort, it doesnot have in itself the capacity for regulation over a sufficientlywide'range to enable it to meet all conditions. It does not respondquickly enough when first started-up in a cold car, for example, or whenthere is a sudden change in the temperature of the car.

My invention improves upon the car heating systems now in common use byob taining an increased variation in the rate of The condensation of thesteam in the radiator through the production of an artificial draftacross the radiating surfaces of the radiator by means regulated andgoverned in accordance with the requirements of the car for heat. Thesystem provides a regulation over a wide range which is exactlyproportloned to the varying requirements of the car for heat and isindependent of the variations of pressure in the supply pipe which,under practical conditions, are often widely variant.

A further object of the invention is to decrease the cost ofinstallation of the heating system of a car and the amount of spacewhich it occupies (which latter is a very important consideration)without diminution of its heating capacity. This object is attained inmy system by a decrease in the size of the radiator made possible by theemployment of the artificial draft across the radiating surfaces.

' The invention has for further objects such other new and improvedconstructions, arrangements and devices in car heating systems as areshown in the accompanying drawings and described and claimed herein.

The invention-is illustrated, in certain preferred embodiments, in theaccompanying drawings, wherein Figure 1 is a side elevation'of a carheating apparatus constructedl inaccordance with the invention, theflooring of the car and certain parts of the apparatus being shown insection; Fig. 2 is a plan view of this apparatus; Fig. 3 is afragmentary sectional View of the controlling devices showing the valvesin a different position from their position in Fig. 1; Fig. 4, a detailelevation of the inside thermostat and its casing; Fig. 5, a viewsimilar to Fig. 3 showing a modified construction of the controllingmechanism; Fig. 6, a view similar to Fig. 1 illustrating anothermodified embodiment of the invention; Fig. 7, a sectional plan view ofthe four-way butterfly valve forming a part of the system shown in Fig.6; Fig. 8, a vertical section taken on.

line 88 of Fig. 7, and Fig. 9, a plan view of the thermostat used tooperate the four- Way valve and its connections with said valve.

Like characters of reference designate like parts in the several figuresof the drawmgs.

Referring first to Figs. 1 to 4 inclusive, A

llO

designates the train pipe ordinarily arranged under the flooring B ofthe car and receiving steam from the locomotive boiler, and C aradiating coil arranged in a suit able place within the car andpreferably surrounded by a trunk or casing D formed with openings 10.Air is forced into the trunk D by means of a fan or blower E-of anypreferred type, the fan being driven by a turbine, or other suitableform of steam motor, designated F, which is arranged so .as' to receivesteam from the train pipe A, through certain controlling mechanisms, andto exhaust into the radiator C.

The pressure of the steam in the train pipe, it will be understood,varies with the fluctuations of pressures in the locomotive boiler andfor different cars varies with the distance of the particular car fromthe locomotive and with the consumption of steam by the heating systemsof the cars between such particular car and the locomotive. The rapidityof condensation of steam in the radiator, and hence the requirement forsteam sufficient to keep the radiator full, will vary, to a certainextent, in accordance with the temperature of the atmosphere of the car,but in my system more widely according to the strength of the air blastover the radiating surfaces developed by the turbine. The ratio ofcondensation to supply will not be constant for different pressures inthe supply pipe, even when the factor of the temperature of theatmosphere in the car is ignored, since it will require a certainvelocity of steam through the turbine to move the fan at all, and thespeed of the fan, when in motion, and hence the strength of the airblast produced thereby, will be greater in proportion to the amount ofsteam introduced into the radiator at the higher supply pipe pressuresthan at the lower. It is necessary, therefore, in order, on the onehand, that the radiator should be capable of operating under allconditions to deliver a maximum amount of heat to the car whennecessary, and, on the other hand, that there should not be, under anyconditions, a waste of steam or an overheating of the car when a minimumof heat is desired, that a controlling mechanism should be providedwhich will be self-adjusting to the variant conditions produced bychanges in supply pipe pressure and changes in the requirements of thecar for heat. Furthermore, in order that the amount of heat deliveredshould corre spond accurately to the actual requirements of the car forheat the controlling mechanism should be made to respond directly tochanges of temperature in the car.

One form of controlling mechanism calculated to function so as toproduce this desired result is shown in Figs. 1 to 4 inclusive, and ismade up of the following, parts: G and H are two valves interposed inthe steam conduit between the supply pipe and the turbine and radiator;the valve G, the one nearest the supply pipe, being controlled by athermostat J located at the outlet of the radiator, and preferablyoutside of the car, the other valve H being controlled by a thermostat Klocated within the car. The thermostat J is constructed so as to operateat a ten'iperature a little below that of steam, preferably at about 170Fahrenheit, while the critical temperature of the thermostat K is thedesired temperature of the car, this thermostat being preferablyadjustable to vary its critical temperature as devices of this sortusually are. The valves G and H are arranged in a valve casing 11, thevalve '(lr controlling a port 12 between chambers 13 and 1-1 and thevalve H, controlling a port 15 between the chamber 1-1 and a chamber 16and also a port 17 between the chamber 16 and a chamber 18, port 15being preferably wider than the face of its valve. A pipe 19 leads fromthe train pipe A to the chamber 13. A pipe 20 leads from chamber 16 tothe turbine nozzles 21. The steam from the turbine passes into theradiator through a pipe 22. The return end of the radiator dischargesthrough a port 23 into a conduit- 24. which leads to the casing 25 ofthe outside thermostat J andcommunicates with the chamber 18 through thehollow piston valve 26 which is secured to the stem 27 of valve H andserves to substantially close port 23 when the valve H is raisedalthough preferably the valve 26 isformed with a drip port 28 which, byregistering with port 23, provides an outlet for water of condensationfrom the radiator but of such small area that no appreciable amount ofsteam will back up into the radiator through it. On the under side ofthe valve H, which is a solid piston valve, is preferably arranged orformed a smaller conical valve 29 adapted to bear upon a conical seat 30formed around the port 17. Below the valve 29, on the same stem, is apiston valve 31 of the same diameter as the minimum of port 17, and

preferably formed with triangular ports 32 arranged so that theeffective size of the opening between chambers 16 and 18 is graduallyincreased as the valve structure H2 931 is raised. The valve H and theother valves arranged on the same stem, are

operated by the thermostat- K through any suitable mechanism. I haveshown the valve stem 27 pivoted to the longer arm of a multiplying bellcrank 33 which latter is pivoted to a standard 34 on the valve casing 11and has pivoted toits shorter arm a rod 35 against which the thermostatK bears, the latter, which is shown as a hollow metallic diaphragm typeof thermostat, is arranged within a casing 36 and is adjustable by meansof an abutment screw 37 carrying an indicator hand 38 arranged over adial 39 on the casing 36. The thermostat J is shown as the same type ofthermostat, the valve G being carried on the end of a rod 40 supportedon the diaphragm member.

The operation of the apparatus just described is as follows: With thevalve G standing away from its seat and the valve H below the port 15steam will enter the turbine F ata pressure determined by the existingpressure in the train pipe. \Vith any substantial pressure in the trainpipe the turbine will be set in motion and operate the blower E so thatair is forced through the air trunk D in contact with the radiator C andafter being heated will be discharged into the car through the openings10. The valves G and H will remain in this position so long as theradiator is not completely filled with steam at atmospheric pressure andso long as the temperature of the car is below the temperature desired.When the I temperature of the car reaches the temperature at whichthermostat K is set to act, this thermostat will expand and by raisingvalve H so as to shut off communication between chambers l t and 16,will stop the supply of steam to the turbine and at the same time to theradiator. The steam passing through port 15 will be by-passed tothermostat J expanding the same so as to close the port 12 and preventthe waste of steam by shutting off the supply. At the same time thevalve 26 substantially closes communication between chamber 18 and thereturn end of the radiator leaving, however, a small drip port open toallow the escape of water ofcondensation.

Under conditions of maximum demand for heat, when both valves are wideopen, if the train pipe pressure be high it is likely that the radiatorwill-not be completely filled with steam. This, if true, would be due tothe greater efliciency of turbine and fan under higher steam pressureand consequent speed. That this will be so cannot be statedpositively,.because the comparative rate of increase in fan efficiencyand in radiator activity cannot be known. But such a possible deficit ofsteam in the radiator should be mentioned as being compatible with thevery highest rate of heat supply to the car. It would exist, if at all,only by reason of the multiplied rate of heat abstraction from the coildue to the strong air blast, which rate is faster than the maximuminflow of steam through wide open valves under high pressure. The firsteffect of any. action of the thermostat K to reduce the heat supply fromthis maximum would be to raise slightly the small valve 31 andsimultaneously to partially close the pathway to chamber 16, so that thepressure at the turbine nozzle is reduced and the speed of turbine andfan reduced. The reduced a-ir blast decreases the rate at which heat issupplied to the car. In this way the rate of heat supply is variablethroughout the entire range in speed of the turbine, which is a verywide range, and this constitutes an important method of regulation by myapparatus. It is quite possible, if not probable, that this action willlead to the complete filling of the radiator with steam, where before itwas only partly filled; but this does not imply a greater, but a less,supply of heat to the car, the filling being due to the decreased rateof abstraction by the air blast. Should this be so, the thermostat Jwill enter, controlling the steam sup ply in conjunction with.thermostat K, to the end that no steam be wasted. Beyond this method ofregulation, the controlling valves mayv further shut off the supply ofsteam, or bypass so much of it direct to the thermostat J, that theturbine stops altogether. This leaves the radiator full of steam, butwith no air blast traversing it. This cannot happen, it is understood,unless the by-pass is open. As soon as thermostat K closes the by-passthe steam required to keep, thermostat J warm must be sufficien't tostart the turbine. Beyond this step in regulation, again, theconstruction of valve element H29 31 permits a' still further range ofregulation of heat to the car, by admitting to the radiator only enoughsteam to fill it partially, but this time with no air blast traversingit. The discharge end of the radiator need not now be filled with steam,because the by-pass valve sends steam enough to thermostat J to keep themain supply open. At the same time, the original need for keeping. thedischarge end full of steam, to prevent freezing, no longer applies,because the thermostat K will take this position only when the car isalmost warm enough, with no possibility of freezing within the car;while the thermostat J,

if outside the car, is kept warm by the bypassed steam. It is to makepossible this method of operation that the valve 31 is made small andwith the triangular ports 32, to permit the thermostat K to send smallquantities of steam to the thermostat J, and that the valve H is madenarrower than its port, so that it may take a number of reguativepositions between either closing all steam from the radiator or shuttingit all from the by-pass.

The extreme action of thermostat K, so as to close all passageways forsteam to the radiator, constitutes the final step in the regulation ofrate of heat supply to the car. It is therefore plain that my apparatuscombines three distinct methods of regulation, all of which are neededto make the most effective heat regulation. These methods depend upon(1) the time during which the heat is either on or orl, a method whichis not, of itself, new; (2) the method depending upon the speed'of thefan, a method which could not of itself be used practicably but which isof great importance in connection with the other provisions made by theapparatus; and (3) the method depending upon partial filling of theradiator while it rests 1n quiescent air, a method depending upon thearrangement of valve H2931 for throwing more or less steam into theradiator (all quantities being less than that required for starting .thefan) while keeping thermostat J warm by the by-passQ In the first case,where the fan is revolving at maximum speed under high train pressure,so as to condense the steam before it can completely traversetheradiatorythere is apparent danger of freezing the outlet; but the dangeris more apparent than real, for the outlet is a large passageway, notrestricted by any valve, and the time during which the state of affairsdescribed could continue would be limited. The car would warm up 'veryrapidly, under these assumptions, and it is inconceivable that ice couldform fast enough at the outlet to close it before the thermostat K hadbrought the bypass into play and'letenough steam leak directly tothermostat J .to keep it above the freezing point.

Fig. 5 shows an arrangement of the controlling devices which is similarin principle to that shown in Figs. 1 to 4 inclusive. In this case,however, the main valve controlled by the inside therniostat K. thisvalie being here designated H, is as wide as or wider than the port 15.This arrangement contemplates only two positions of the valve, namely,one above the port 15. and the other below it though the former may begraduated. .The construction is further modified by the omission of thevalve which closes the return end of the radiator, the radiator in Fig.5 communicating through pipe 41 with a thermostat casing 42 at a pointclose to the thermostat J so that there will be no danger that steamby-passed to the thermostat will back up or be thrown into the returnend of the radiator.

In Figs. 6 to 9 inclusive, a four-way butterfly valve is employed fordirecting the steam passin valve Gr either to the turbine and radiatoror to the outside thermostat J The four-way valve as a whole isdesignated L. The valveG and thermo stat J in this arrangement,constitute parts of a vapor regulator of a familiar type which areinterposed between the train pipe A and the four-way valve L. The vaporregulator comprises a casing 43 divided into two chambers 44 and 45communicating by a port 46 controlled by the valve G steam entering thechamber 44 through a pipe 47 leading from the train pipe A. A pipe 48leads to the four-way valve L. Valve G is operated from thermostat Jthrough thearranged in the car. A pipe 61 leads from chamber 53 to theturbine F. A pipe 62 leads from the return end of the radiator to thechamber 54. A pipe 63 leads from chamber 55 to the casing 64 ofthermostat J The valve 56 is arranged so as in one position to putchamber 52 in communication with chamber 53 and chamber 54 incommunication with chamber 55 directing the steam passing valve G to theturbine and radiator and providing an outlet from the radiator to thethermostat casing 64, and in its other position to put chamber 52 incommunication with chamber 55 so that the steam passing the valve G willbe bypassed to thermostat J In this position of the valve 56- a port 65in its lower disk 66 will register with a port 67 opening out ofchambers 53, 54 so that a drip passageway is provided to allow thedischarge of water of condensation.

While I have described my invention in certain preferred embodiments, itwill be understood that further modifications could be made withoutdeparture from the invention. Therefore .I do not wish to be under--stood as limiting the invention to the particular arrangements,constructions and devices shown and described.

I claim:'

1. In a car heating system, the combination with a supply pipe and a.radiator adapted to receive steam from said supply pipe, of'athermostatic device for controlling the passage of the medium throughthe radiator comprising a thermostat at the outlet of the radiator,means for producing a draft over the radiating surfaces of said radiatorcomprising a motor, and a thermostat in the car for automaticallycontrolling said motor.

2. In a car heating system, the combination-with a supply pipe and aradiator adapted to receive steam from said supply pipe, of a valveinterposed between said supply pipe and radiator, a thermostat at theoutlet end of the radiator for controlling said valve, means forproducing a draft over the radiating surfaces of said radiatorcomprising a motor, and a thermostat in the car for controlling saidmotor. v

3. In a car heating system, the combination with a supply pipe and aradiator adapted to receive steainfrom said supply pipe, of athermostatic device for controlling the passage of the medium throughthe radlator comprising a thermostat arranged at the outlet of saidradiator, means for producing av draft over the radiating surfaces ofsaid radiator comprising a motor, a valve to govern the introduction ofsteam into said 'adiator, and thermostatic means in the car forcontrolling said motor and valve.

l- In a car heating system, the combination with a supply pipe and aradiator adapted to receive steam from said supply pipe, of means forproducing a draft over the radiating surfaces of said radiatorcomprising a motor, a valve to govern the introduction of steam into theradiator,- thermostatic means in the car for controlling said motor andvalve, a valve interposed between the first mentioned valveand thesupply pipe adapted to vary the amount of steam introduced into thesystem, and a thermostat controlled by the temperature at the dischargeend of said system for operatint said last named valve.

0. In a car heating system, the combination with a supply pipe and aradiator adapted to receive steam from said supply pipe. of means forproducing a draft over the radiating surfaces of said radiatorcomprising a motor. a valve to govern the intro duction of steam intothe radiator. thermostatic means in the car for controlling said motorand valve, a valve interposed between said first mentioned valve and thesupply pipe, and a thermostat at the outlet of said radiator to controlsaid last named valve.

6. In a car heating system, the combination with a supply pipe and aradiator adapted to receive steam from said supply pipe, of means forproducing a draft over the radiating surfaces of said radiatorcomprising a motor, a valve interposed between the supply pipe and saidradiator. a thermostat at the outlet of said radiator for controllingsaid valve. a second valve interposed between the first named valve andthe radiator adapted. in one position, to allow the flow of steam intothe radiator and in another position to bypass the steam to thethermostat at the outlet of the radiator. and thermostatic means in thecar for controlling said last named valve and the motor.

7. In a car heating svstem. the combination with a supply pipe and aradiator adapted to receive steam from said supply pipe, of means forproducing a draft over the radiating surfaces of said radiatorcomprising a motor, a valve interposed between the supply pipe and saidradiator, a thermostat at the outlet of said radiator for controllingsaid valve. a second valve interposed between the first named valve andthe radiator adapted in one position to allow the flow of steam into theradiator, in another position to by-pass the steam to -the thermostat atthe outlet of the radiator and in an intermediate position to allow someof the steam to go to the radiator and some to radiator comprising amotor operated by steam from said supply pipe and through which steampassesfrom the supply to the radiator, and a thermostat in the car forautomatically controlling said motor.

9. In a. car heating system, the combination with a supply pipe and aradiator adapted to receive steam from said supply pipe, of means forproducing a draft over the radiating surfaces of said radiatorcomprising a motor operated by steam from said supply pipe and throughwhich steam from the supply pipe passes to the radiator, a valve togovern the flow of steam to said motor, a thermostat within the car forcontrolling said valve, a valve interposed between said first mentionedvalve and the supply pipe adapted to vary the amount of steam introducedinto the system, and a thermostat controlled by the temperature at thedischarge end of said system for operating said last named valve.

10. In a car heating system, the combination with a supply pipe and aradiator adapted to receive steam from said supply pipe, of means forproducing a draft over .the radiating surfaces of said 'adiatorcomprising a motor operated by steam from said supply pipe and throughwhich steam from the supply pipe passes to the radiator, a valve togovern the flow of steam to said motor, a thermostat in the car forcontrol ling said valve, said radiator discharging without the car. avalve interposed between said first named valve and the supply pipe, anda thermostat positioned without the car and in the radiator dischargeand controlling said last named valve.

11. In a car heating system, the combina tion with a supply pipe and aradiator adapted to receive steam from said supply pipe, of means forproducing a draft over the radiating surfaces of said radiatorcomprising a motor ope ated by steam from said supply pipe and throughwhich steam from the supply pipe passes to the radiator, a valve togovern the How of steam to said motor, a thermostat for controlling said'alve. a valve interposed between the supply pipe and said first namedvalve, and a thermostat at the outlet of the radiator for controllingsaid last mentioned valve.

12. In a car heating system, the combine.

tion with a supply pipe and a radiator adapted to receive steam fromsaid supply pipe, of means for producing a draft over the radiatingsurfaces of said radiator comprising a motor operated by steam from saidsupply pipe and through which steam from the supply pipe passes to theradiator, a valve to govern the flow of steam to said motor, athermostat for controlling said valve, a pressure reducing valveinterposed between the first named valve and said supply pipe, and athermostat positioned in the discharge from said radiator andcontrolling said pressure reducing valve.

13. In a car heating system, the combination with a supply pipe and aradiator adapted to receive steam from said supply pipe, means forproviding a draft across the radiating surfaces of said radiatorcomprising a motor operated by steam from said supply pipe anddelivering steam into said radiator, two valves arranged between thesupply pipe and the motor, a thermostat in the car to control one ofsaid valves, and a thermostat at the outlet of the radiator to controlthe other of said valves.

14. In a car heating system, the combination with a supply pipe and aradiator adapted to receive steam from said supply pipe, of means forproviding a draft across the radiating surfaces of said radiatorcomprising a motor operated by steam from said supply pipe anddelivering steam into said radiator, two valves arranged between thesupply, pipe and the motor, a thermostat in the car to control the valvenearest the motor, and a' thermostat at the outlet to control the othervalve.

15. In a car heating system, the combination with a supply pipe and aradiator adapted to receive steam from said supply pipe, of means forproviding a draft across the radiating surfaces of said radiatorcomprising a motor operated by steam from said supply pipe anddelivering steam into said radiator, two valves arranged between thesupply pipe and the motor, a thermostat in the car to control the valvenearest the motor, and a thermostat at the outlet to control the othervalve, the first named valve in one position adapted to direct the steamto the radiator and in another to by-pass the steam to the thermostat atthe. outlet of the radiator.

16. In a car heating system, the combination with a supply pipe and aradiator adapted to receive steam from said supply pipe, of means forproviding a draft across the radiating surfaces of said radiatorcomprising a motor operated by steam from said supply pipe anddelivering steam into said radiator, two valves arranged between thesupply pipe and the motor, a thermostat in the car to control the valvenearest the motor, and a thermostat at the outlet to control the othervalve, the first named valve in one position adapted to direct the steamto the radiator, in another to by-pass the steam to the thermostat atthe outlet of the radiator, and in an intermediate position to allowpart of the steam to pass to the radiator and a part to go to thethermostat at the outlet end of the radiator.

17. In a car heating system, a radiator, a thermostat situated at itsoutlet and controlling its inlet, a motor arranged to drive a blast ofair over the radiator and adapted to be operated actively by a majorsupply of steam while permitting minor supplies to traverse it withouteffecting motion, a valve interposed between said inlet and the motorand radiator, and a thermostat within the car to control said valve andadapted to regulate the steam supply to the motor and the radiatorthrough various degrees of said major and minor magnitude.

18. In a car heating system, the combination with a supply pipe and aradiator adapted to receive steam from said supply pipe, of means forproducing a draft over the radiating surfaces of said radiator,comprising a motor operated by steam from said supply pipe and throughwhich steam passes from the supply to the radiator, a valve interposedbetween the supply pipe and said motor, and a thermostat at the outletof said radiator for controlling said valve.

19. In a car heating system, the combination with a supply pipe and aradiator adapted to receive steam from said supply pipe, of means forproducing a draft over the radiating surfaces of said radiator,comprising a motor operated by steam from said supply pipe and throughwhich steam passes from the supply pipe to the radiator. a valveinterposed between the supply pipe and said motor, a thermostat at theoutlet of said radiator for controlling said valve. and a second valveinterposed between said first named valve and the motor adapted, in oneposition, to allow the flow of steam into the motor and radiator and inanother position to by-pass the steam to said thermostat.

SIDNEY A. REEVE.

Witnesses:

Ronna'r CLEMENT, F. M. BEASLEY.

